Jaguar

1935–1992 · Coventry, Browns Lane · and Nelson

Chassis numbers decide fitment on a Jaguar, not badges. Brakes, gearboxes, earth polarity and glazing all changed at different points on different model lines.

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Jaguar XK1201948–1954 Jaguar XK1401954–1957 Jaguar XK1501957–1961 Jaguar E-Type1961–1974 Jaguar XJ-S1975–1996 Jaguar Mk11955–1959 Jaguar Mk21959–1969 Jaguar S-Type & 4201963–1968 Jaguar Mk VII–IX1950–1961 Jaguar XJ61968–1987 Jaguar XJ121972–1992 Daimler1960–1992

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Not listed? Plenty of parts suit several marques and never get the model name in the title — ask us and we will check the books for you.

About Jaguar

The useful way into a Jaguar is to ask two questions in order: which line, and then which year. Jaguar changed things one model at a time and almost never across the range at once. Disc brakes arrive in four separate places — the XK150 in May 1957, the Mark 1 as an option from the end of 1957, the Mark IX in October 1958, and standard on the Mark 2 from 1959 — while the XK120, the XK140 and every big saloon up to the Mark VIII stayed on drums to the end. Independent rear suspension arrives in 1961 on the Mark X and then spreads to the S-Type, the 420 and every XJ, while the Mark 1, Mark 2, 240/340, all three XK sports cars and the Mark VII to IX keep a live axle for life. And the one question that sorts most enquiries before we quote anything is simply: live axle, or independent?

In New Zealand your Jaguar may well have been built in Nelson. Jaguar and Daimler XJ saloons were assembled at the New Zealand Motor Corporation plant at Stoke, Nelson, from mid-July 1971 to December 1978 — about 1,500 cars, with 202 known survivors — and New Zealand was one of only two countries outside Britain permitted to assemble the XJ6. It was the same building that had been turning out Triumph 2000s and 2500s since October 1965: 160,406 vehicles came out of that shed in 33 years and under one per cent of them were Jaguars. The bodies were assembled and painted on site, the carpets were New Zealand wool and the leather was locally sourced — not a nice-to-have but a customs condition, because since 1939 upholstery material could not legally arrive in a New Zealand CKD pack. A lot of the electrical parts and rubber were locally made too.

Jaguar — the range, and what changes between the cars

Where the disc brakes arrive: XK150, May 1957 — 12in Dunlop discs with a Lockheed vacuum servo, standard. Mark 1, end of 1957 — four-wheel discs as an option, so a Mark 1 may be either. Mark IX, October 1958 — the first Jaguar saloon with standard four-wheel discs. Mark 2, 1959 — standard. E-Type, Mark X, S-Type, 420, XJ — discs from launch. Still on drums to the end: XK120, XK140, Mark VII, VIIM and VIII.
Live axle or independent — the question that sorts everything: Independent rear suspension: E-Type (from launch), Mark X of 1961 — the first Jaguar saloon to have it, S-Type, 420, every XJ and the XJ-S. Live axle for life: Mark 1, Mark 2, 240/340, Daimler V8-250, XK120, XK140, XK150, Mark VII to IX, Mark V and the SS Jaguars.
Most Daimlers are Jaguars — but two are not: Jaguar bought Daimler from BSA in May 1960 for £3.25 million. After that the Sovereign is a 420 and then an XJ6, the Double-Six is an XJ12, and the DS420 limousine is a stretched 420G floorpan with a Jaguar 4.2. Only the 2½ Litre V8 / V8-250 and the Majestic Major carry a real Daimler engine — Edward Turner’s V8s at 2,548cc and 4,561cc. Full cross-reference here.
Three cars people constantly confuse: S-Type = a Mark 2 with independent rear suspension and a longer boot, 3.4 and 3.8 only — there is no 4.2 S-Type. 420 = an S-Type with a square four-headlamp nose and a twin-carburettor 4.2. Mark X, renamed 420G in 1966 = neither — the 76.3in-wide flagship, which shares no body panels with the 420. And the 420 is not a Mark 2 with four headlamps.
The glass changes that cost the most: XK140 → XK150, May 1957: split screen becomes a one-piece curved wrap-around. Mark VIIM → Mark VIII, October 1956: the same change on the big saloons. Mark 1 → Mark 2, 1959: 18 per cent more glass area, slimmer pillars, wider windscreen. XJ Series 3, April 1979: bonded screens — a first for the company — and the opening front quarter-light deleted.
Nelson, and what it means for your parts: Jaguar and Daimler XJs were assembled at Nelson, July 1971 to December 1978 — about 1,500 cars, 202 known survivors. Bodies assembled and painted on site; carpets New Zealand wool; leather locally sourced; a lot of the electrical parts and rubber locally made. Mechanical parts are British. A UK-pattern seal is a probable fit, not a guaranteed one. Nelson even kept building short-wheelbase cars after Coventry stopped in 1974.
Jaguar was never assembled in Australia: For once the Australian trap runs the other way. No source shows Jaguar or Daimler assembly in Australia — Brysons was a concessionaire, not an assembler. Instead Nelson-built Jaguar XJ6s and Daimler Sovereigns were exported to Australia under the free trade agreement. An Australian XJ6 of this era may be a New Zealand car.
Earth polarity: Jaguar moved to alternators and negative earth model by model between 1964 and 1967, and we can only name three of those moves. E-Type 4.2, October 1964. Jaguar 420, 1966. Daimler V8-250, July 1967. Each got an alternator and negative earth together. For every other model no source we would stand behind states polarity at all, and none states nominal voltage either. Check the car.